Starter mechanism for engines



Mmh 24, 1964 c. come# 3,125,997

STARTER MECHANISM FOR ENGINES 5 Sheets-Sheet 1 Filed Jan. 22, 1962 39 J 43 40 45 44 FIG. 3

sPRmG 9 RELEASE INVENToR.

CLIFTON coRLEY- March 24, 1964 c. CORLEY STARTER MECHNISM FOR ENGINES 3 Sheets-Sheet 2 Filed Jan. 22, 1962 INVEN TOR. CLIFTON CORLEY 46a Le4 March 24, 1964 c. coRLEY STARTER MECHANISM FOR ENGINES 3 Sheets-Sheet 5 Filed Jan. 22, 1962 INVENTOR.

coR LE CLIFTON United States Patent O 3,125,997 STARTER MECHANISM FR ENGINES Clifton Corley, 232 raziiian Ave., Palm Beach, Fla. Filed Jan. 22, 1962, Ser. No. 167,647 I8 Claims. (Cl. 12S- 179) This invention relates to engine starter mechanism, and more particularly to means for actuating and automatically repowering energy storing impulse starters for engines.

With the increased use of relatively small internal combustion engines, usually ranging from about 2 to 5 horsepower, for powering various types of equipment such as mowers, garden tractors, outboard motors for boats, and the like, and also for small, lightweight vehicles such as runabouts, scooters, gocarts and golf carts, it has become common practice to provide such engines with relatively inexpensive semiautomatic starters of the impulse type. These starters include springs having sufficient impulse to start the engine. Such starters are produced by several manufacturers, such as the Clinton Motor Co., and a typical such starter is disclosed in U.S. Patent No. 2,997,997 to R. A. Glenn. While starters of this type eliminate the chore of manually cranking the engine, their springs must be wound and as the springs must be manually wound, this in itself presents a problem, especially with the increased use of such equipment by women, children and others not accustomed to or capable of heavy physical exertion.

Having in mind the defects of the prior art apparatus, it is the primary object of the invention to provide a highly simplified starter mechanism for small internal combustion engines of the types commonly employed on power mowers, garden tractors, gocarts, golf carts and other lightweight vehicles and the like.

Another object of the invention is to provide, in combination with energy storing impulse starter means for engines, control means selectively operable to release the stored energy of the impulse starter for starting the engine and enabling the engine to power or rewind the impulse starter for subsequent startings.

Another object of the invention is to provide an easyto-operate control and rewinding means for impulse stmters for internal combustion engines, said control means being rugged and durable and reliable and efficient.

It is a still further object of the invention to provide an engine impulse starter control mechanism including means for repowering the starter and having simplicity of design, economy of construction and efficiency in operation.

The novel features that are considered characteristic of the invention are set forth with particularity in the appended claims. The invention itself, however, both as to its organization and its method of operation, together with additional objects and advantages thereof, will best be understood from the following description of specific embodiments when read in connection with the accompanying drawings, wherein like reference characters indicate like parts throughout the several figures `and in which:

FIG. 1 is a fragmentary plan View of a self-powered mobile structure including an impulse engine starter control mechanism according to the invention;

FIG. 2 is an enlarged fragmentary vertical section taken on line 2-2 of FIG. 1;

FIG. 3 is an enlarged fragmentary plan view, partly in section, showing a part of the impulse starter and associated control elements;

FIG. 4 is a fragmentary plan view similar to FIG. 1 showing a modified form of starter control mechanism;

lCC

FIG. 5 is a longitudinal vertical section taken on line 5 5 of FIG. 4;

FIG. 6 is an enlarged transverse vertical section taken on line 6-6 of FIG. 4;

FIG. 7 is a similar section taken on line 7--7 of FIG. 4;

FIG. 8 is a fragmentary view in perspective of another modification of the control mechanism;

FIG. 9 is an enlarged fragmentary cross-sectional view taken on line 9 9 of FIG. 8, and

FIG. 10 is a plan view of still another and simplified modification of the control mechanism, more especially for use with small equipment such as mowers and the like.

Referring to the drawings in detail, specifically to FIGS. l-3, one embodiment of the invention is shown on a frame 10 of a gocart, golfers cart or like small vehicle and including a bedplate 10' carried by longitudinal frame bars 11 and 12 and transverse bars 13, 14 and 15 rigid therewith. An axle 16 fixed at its ends to wheels 16' is journaled in bearings 17 supporting the frame 10. A small engine 18 such as a two or four cycle gasoline engine is mounted upon the frame bedplate 10 and has its crankshaft extending transversely of the frame, and an impulse or spring starter 19 of conventional construction is secured to one end of the engine 18 and connected with the engine crankshaft in a conventional manner.

A countershaft 2l) is spaced from the engine 18 and starter 19 and parallel to the common axis thereof and this countershaft embodies a pair of separate shaft sections 21 and 22, each journaled within bearings 23 and 24 on the frame 10 and bedplate 10. Shaft section 21 carries near one end a relatively small drive pulley 25, rigid therewith, engaged by a transmission belt 26 which in turn engages a relatively large driven pulley 27, rigidly secured to the vehicle axle 16. Shaft section 21 forms part of the vehicle drive, the speed of which is infinitely variable in inverse ratio to the load by means of a variabl speed transmission.

The transmission may comprise a standard gearshift but for simplicity of operation, it is preferred to use a conventional automatic centrifugal transmission 28 for interconnecting the countershaft section 21 and the engine crankshaft. This transmission may be a Morse power iiow transmission (Model 500), manufactured by Morse Chain Co., Ithaca, New York. The centrifugal transmission like the impulse starter 19 is well known in the art and includes a driving belt 29, a variable pulley vunit 30 on the engine crankshaft and a transmission pulley 31 secured to countershaft section 21. When the engine shaft reaches a predetermined rotational speed,

' the centrifugal transmission 28 becomes active and transmits power to the shaft section 21. Below the predetermined speed of rotation, the transmission 28 is inactive and no rotation is imparted to the shaft section 21. The centrifugal transmission includes an overrunning clutch and the spacing of the V-sections forming pulley 30 is infinitely variable with speed so that the pulley output speed will vary infinitely depending on the load.

A first clutch head 32 is keyed, FIG. 2, to shaft section 21 for rotation therewith, but it has axial movement thereon limited by a pin 33 on the shaft section 21 projecting radially through a short longitudinal slot 34 in the hub portion 32a of clutch head 32. A coil spring 32' is interposed between the hub 32a and the adjacent bearing 23 to constantly urge the clutch head 32 axially toward the shaft section 22 and tending to maintain the pin 33 engaged with the rear end of the longitudinal slot 34', but permitting the clutch head 32 to shift axially against the force of the spring 32.

The clutch head 32 has a plurality of circumferentially Vfor winding the spring of' the starter.

4ing the starter spring. Finally, control means is provided to manually :shift the clutch head 36 into .engagement with the clutch headl 32-and to quickly thereafterV release the energy of the impulse starter 19 for starting the engine 18. f

The control means, according to the modification shown lin FIGS. l-3, comprises an elongated control lever 4@ extending longitudinally of Iche frame lil and substan- V-tially at right angles lto the countershaft 2li and engine crankshaft.

One end of the control lever yitl is mounted by a pivot 43 to a liXed lug 44 on the starter 19; Intermediate its ends, the-lever 4t) carries a fork 4l engaging within an annular groove 42 in the hub of clutch head 36-to shiftthe latterv into engagement with the clutch head 32. Near and inwardly of its pivot 43, FIG. 3, the control lever is engageablqwhen' shifted to engage clutch heads, with an Vescapement element 45, which constitutes the regular-starter button onv the' starter 19 and which coacts with a latch member 4o to release the stored energy -for starting the engine'immediatelyafter the clutch head 36 is shifted into engagement with the companion clutch head '32. Y

YA plate bracket 47 extendsupwardly from the transverse frame bar 13 and carries'a pair of spaced opposed spring clips 48 and 49; selectively engageable with the ycontrollever 40 to releasably secure it in the selected adjusted position. i A retractile coil spring `Sil* has one end secured to the-'control lever 4)` near and inwardly of its free end, and the opposite end of the spring is secured Vto anlanchorfon the frame bar`13, spaced laterally of the-control lever I40, FIG. =l. The clip `48 is 'adapted to secure-the lever 40 in operative position wherein the clutch hea-ds 36 and 32 are drivingly engaged and alsopermitting movement of the lever 4@ to actuate the starter `control button 45, Whereas' the clip 49 is adapted to retain the control-lever in'inoperative position.

The shaft section '22 is provided with a removable Vcrank 52 which is employed to initially turn the starter shaft 39fthrough the gearing 38 to store energy for initially starting the `engine or for subsequent manual -startings in instances where the engine fails to `start properly underinfluence ofthe automtaic impulse starter 19. Normally,- however, Vthe impulse of the starter 19 is Sullicient tot start the engine rand, according to the present invention, Aimmediately upon starting, the engine re-winds or'resets -the impulse starter 19 automatically.` Consev mechanism of the present-invention, the control lever 40* usually is retained in inactive position by the spring clip 49, las shown in broken lines in FIG.V 1. The spring clip 49 merely holds the Ylever 40 against rattling and accidental displacementI withl the clutch head 3ofully disengaged from the clutch head 32. The control button 45'of the starter is fully projected `and with the latch 46 in a position to enable the starter spring to be wound for storing energy. The crank 52 may'now be utilized to initially turn the shaft section 22 manually and through the gearing 38 to turn the starter input shaft 39 for Winding up vthe :starter spring and thereby stoiing energy for the initial starting of the engine 1S.

When it is desired to start the motor the starter spring being fully wound, the control lever 401 is manually shifted from the clip 49 to the clip 4S, the full line position in FIG. l, to shift the clutch head 36 axially 'into engagement with the clutch head 3-2 just prior to the release of energy from the spring starter to crank the engine. It is important that the two clutch yheads be in engagement before the starter is activated, and before the shaft section 2l begins to rotate to prevent clashing of the clutch teeth 34 and 35. When the clutch heads 36 and 32 are thus initially engaged, FIG. 2, the control lever 4t?` has entered the spring holding clip 48 and the pin 33 of shaft section 21 is still at the back of the slot 34 of clutch head 32 under influence of the compressible spring 32 and the lever 40 has not yet depressed the starter button 45 sufficiently to release the energy of the starter to crank the engine.

VImmediately following the engagement of the clutch heads, fthe control lever 4l) is shifted manually a bit further toward the clutch head .32 towdepress the starter button 4S and release the escapement 45. The spring clip 48 will yield to permit this slight added movement and the spring 32 will yield and the two clutch heads 36 and 32 while still in engagement will shift together axially of the shaft sections 2l and 22 toward lthe spring 32. The pin 33y will then be positioned toward the forward end of the short slot^^34. The actuation of the escapement 46 releases the stored energy of `the spring starter 19 to crank the internal combustion engine 18. Upon actuation of the starter, the control lever 40 is released by the operator but is retained by the clip 48 so that the two clutch heads 36 and `32 remain engaged and are returned by the spring 32' to the position shownin FIG. 2, wherein thepin 33 is-again at the `rear en-d of the short'slot-34. This slight return movement of the control lever `40 is -suflicient to reset the escapement 46 so that the starter spring` can iagain be wound by the engine to store energy for the next succeeding starting of the engine.

After the engine is started and its crankshaft reaches the predetermined speed, the centrifugal transmission-28 becomes active and impartsrotation to the shaft section 2l. Since'the clutch heads 32 and 36 are engaged, rotation of the shaft section 21 causes simultaneous rotation of shaft section 22, and the latter, through the gearing 38, turns the shaft 39 to-rewind the spring of starter i9 to again store energy therein. When the starter spring is fully wound, the shaft 39 will firmly resist furtherv turning and continued rotation of shaft section 21 will cause the clutchhead 36 to-be thrown out orvquickly disen- .clutch head 36 from the cl-utch head 32 and yfully disengages the clutch heads. The disengaging of the clutch heads and shifting of the lever 40' from the spring clip 48 to the spring clip 491 is -fully automatic `and the operator does not touch the control lever 4G at this time. The clutch teeth 34 and 35, the clip 48 andthe return spring 50 are designed in a balanced manner'to provide for the disengagement of the clutch heads andthe return of the lever 40 to the inactive position in response to the resistive force of the shaft 39' when the same can turn no further.

When the engine stops or is turned off and it is desired to restartthe same, it is merely necessary to again manually shift the control lever 40 to the active position, FIG. 2, as previously described, for reengaging the clutch heads 36 and 32 and immediately thereafter depressing the escapement element 45, 46 of the starter to release the energy of the starter. Should theengine fail to operate or start during any normal cycle of operation of the v starter 19, the manual crank 52 may be employed for rewinding the starter spring as previously described for the initial starting of the engine.

The starter control system according to the invention may comprise various modified forms of which one is shown in FIGS. 4-7 wherein the control element 40a is rotatable rather than swingable, and the countershaft 20 is disposed closer to the engine so that the connection between the countershaft and the starter shaft 39 may be effected by direct gearing. In other respects, the structure may be substantially identical to that shown in FIG. l, and the same characters are applied to identical parts. As shown in FIG. 4, the countershaft section 21 is journaled in spaced bearings 63 secured directly to the engine 18, and the countershaft section 22 is connected to the starter shaft 39 by directly engaged spur gears 72 and 73, respectively fixed thereto.

The principal difference in the present modification resides in the control element 40a which is disposed at right angles to the countershaft 20 and starter shaft 3i) and is journaled as a rockshaft near its ends in suitable bearings 84 and 85 mounted upon the frame 10. The rockshaft 40a, at its forward end, has a short transverse turning handle 86 swingable in a vertical plane. At its rear end, the rockshaft 40a carries a depending crank extension 87, integral therewith, which operates swingably within an opening 88 formed through the frame bedplate A fixed upstanding bracket S9 is rigid with the rear frame crossbar 14 and projects above the rockshaft 46a, FIGS. 5 and 7.

A retractile coil spring 90 has its opposite ends connected with the top of the bracket 89 and with the bottom of crank extension 87 to form an overcenter resilient connection or toggle for the rockshaft 40a. The rockshaft 40a, FIG. 7, is in the same vertical plane with the top of the bracket 89, and the depending crank extension 87 is shiftable to either of dead center with respect to said plane, the spring 90 serving to hold the extension 87 in either of the two overcenter positions.

Rigid with the rockshaft 40a near its longitudinal center and beneath the countershaft section 22 is a shifting yoke or fork 41 having pin elements 92 for pivotal slidf ing engagement within the annular groove 42 formed in the hub portion of the clutch head 36. When the shaft 40a is rocked upon its longitudinal axis, the yoke 41 will effect the axial shifting of the clutch head 36 toward or from the companion clutch head 32. Also rigidly secured to the rockshaft 40a in spaced relation to the yoke 41 is a lug or finger 94, positioned to engage the starter button 45 for releasing the escapement element of the spring impulse starter 19.

The operation of the invention in FIGS. 4-7 is essentially the same as that of the previously described ernbodiment of the invention and need not be repeated in great detail. Briefly, after initially winding the starter spring by means of the crank 52, while the rockshaft 40a is positioned with the handle 86 in the broken line position in FIGS. 4, 6 and 7 to separate the clutch heads 36 and 32, the handle 86 is shifted to the full line position shown in the drawings to engage the clutch heads 36 and 32. If the handle 86 is merely moved enough to swing the crank 87 past center, the spring 9i) will complete the movement for engaging the clutch heads, but the clutch spring 32 will resist movement sufficient to depress the starter button 45. In this event, further manual rocking of the handle 86 and yoke 41' toward the clutch head 36 is necessary to compress the spring 32 and rock the lug 94 to depress the starter button 45. On the other hand, if the handle 86 is positively swung its full stroke, the clutch heads will be engaged prior to actuation of the starter.

Immediately, the handle 86 is released after the starter 19 is actuated, the spring 32 returns the engaged clutch heads to the limit imposed by the pin 33 in the slot 34 in which position they are retained by the spring 90, but the lug 94 is operatively disengaged from the starter button 45. When the starter spring is wound up tight and the starter shaft 39 resists further rotation, the tapered clutch teeth 34 and 35 coact slidably to throw out or disengage the clutch head 36 from the clutch head 32. This movement of the clutch head 36 rocks the shaft 40a to swing its crank 87 to the opposite side of dead center, whereupon the spring 90 operates to fully retract and resiliently hold the clutch head 36 disengaged from the clutch head 32.

A further modification of a control system according to the invention is shown in FIG. 8, and this arrangement comprises some of the features of both of the previously described embodiments. The control element 40b comprises a rockshaft having a handle 86 at one end and a crankarm 87 at the other end similar to the arrangement shown in FIGS. 4-7. On the other hand, the control member 4017 is spring biased to an inactive position by a spring 50 connected to the crankarm 87' and anchored to a post 51 rigid with the frame 10 and said control element is retained in clutch engaging position by a spring clip 48 carried by a bracket 47 also rigid with the main frame, similar to the modification of FIGS. 1-3. The primary distinction in this modification resides in the spring tensioning and spring clip retention of the rockshaft 40b, and all other parts of the structure may be identical to equivalent parts in the previously described embodiments and are identified by the same reference characters.

The distinguishing characteristics of the present modification are best shown in FIG. 9, wherein it may be seen that the spring 50 may be secured to a threaded stud or rod 70 which passes through the bracket 51' and is adjustably secured by a nut 71 to maintain the spring at a selected degree of tension. Moreover, the spring clip 48 is also adjustably mounted on the bracket 47 to enable accurate positioning of the spring clip 48 for retaining the rockshaft 40h in clutch engaging position but just prior to actuation of the starter button by the lug 94. For this purpose, the clip 48 is secured to one arm of an angle 74, the other arm of which is secured to the bracket 47 by a bolt 75 passing through a slot 76 in the angle 74, whereby the angle may be selectively secured relative to the supporting post 47.

Furthermore, the spring clip 48 is of a unique design which enables adjustment of the tension applied by the spring arms 77 thereof so that the clip will engage the v crankarm 87 with sufficient force to retain the rockshaft in clutch engaging position, but will also readily release y the rockshaft upon coaction of the tapered clutch teeth to disengage the clutch elements. According to this arrangement, the spring clip 48 is fabricated from a single piece of spring steel with the two arms 77 connected by a bight portion 78 that is bowed inwardly toward the arms, and the clip is secured to the angle 74 by a bolt 79 extending through the center of the bowed bight portion 78 so that the tension imparted by the bolt will tend to swing the arms 77 toward or from each other.

In addition, the arms 77 have inwardly inclined portions 80 between their grip portions 81 and the bight portion 78 which will accommodate the extra movement of the rockshaft after engagement of the clutch elements which is necessary to depress the starter button 45. The inwardly inclined portions 80, however, resist this additional movement of the rockshaft and tend to cam the crankarm 87 from the starter button depressing position so that, in effect, these cam portions 80 relieve the clutch spring 32 of this additional burden. In other respects, the structure and operation of this modification is substantially identical to the previously described embodiments, and further description should be unnecessary.

Whereas the previously described modifications are principally adapted for relatively large equipment such as golf carts or runabouts, it is obvious that they may be applied to smaller equipment such as power mowers, garden tractors and the like. However, in the smaller equipment, the starter button 45 is readily accessible for direct manual operation and a more compact overall structure is desirable. Such a system is shown in FIG. 10

.modifications thereof are possible.

naled in bearings 63, `and the shaft section 22 journaled v gear 65 lto the engine crankshaft by means of a speed sensitivetransmission 2S', suchV as a centrifugal clutch or the like, -so that-the drive through these gears will be `delayed until the engine shaft reaches a predetermined operating speed. y

n The control element 46c, inY this case, can be a swing level-similar 'to that-Shown in FIG. 1, but to simplify the structure, this lever 40C may comprise a spring arm which is fixed to the engine vhousingrin a position normally to bias the clutch element 36 from engagement with the ,clutch element 32 and the free end of this arm may be securedin clutch engaging position by a spring clip 43 identical to that more completely shown in FIG. 9, and which may be secured by an angle bracket 74 directly on of the bracket 74 and spring clip 48 on the engine housing. Immediately upon disengagement of the spring arm 40C from the clip 48 by the coaction of the clutch teeth 34, 35, the inherent resilience of the arm 46c will shift the clutch element 36 and retain it fully disengaged.

I From the foregoing description, it will be apparent that the basic feature common to all modifications resides in twoshaft sections respectively having driving connections with the engine and spring impulse starter, and releasably connected together-by clutch members that are yieldingly retained in engagement and automatically disengageable upon resistance to further rotation by the spring starter. Moreover, it is preferred that the driving connection between the engine and its shaft section include a transmission enabling Vthe engine crankshaft to attain a predetermined speed before it is subjected to the load of winding-they starter spring and conveniently, this transmission comprises a speed sensitive device so that its operation is automatic.V Finally, in equipment wherein the starter button is not readily convenient, the manually operated clutch control lever may also actuate the rstarter button if the arrangement is such that the clutch elements are engageable while the starter button is free of contact.

Although certain specific embodiments of the invention have been shown and described, it is obvious that many The invention, therefore, is not to be restricted except insofar as is necessitated by the prior art and by the spirit of the appended claims.

What is claimed is:

1. Engine starter control mechanism for use with an' internal combustion engine having a crankshaft and an impulse starter having energy storing means and drivingly connected with said engine crankshaft for starting the engine upon release of the stored energy, comprising a countershaft having first and second shaft sections, means for connecting the engine crankshaft with said Vfirst shaft section to drive the latter, means for connecting the sec- Y ond shaft section to the energy storing means of the starter to drive the latter and restore energy to the starter upon rotation ofthe second shaft section, automatically disengageaole clutch means for coupling said first and energy storing means connected with said engine crank- .means connecting. the engine crankshaft with said first shaft section to drive the latter when the crankshaft reaches aY preselected speed of rotation, means connecting the second shaft section to.said rotary energyl storing means of the starter to` drive the latter and restore energy to the starter upon rotation of the second shaft section, automatically disengageable clutch means for coupling said first vand second shaft sections, and resilient manually operable means engaging said clutch means to activate the same and yielding to permit disengagement of said clutch means automatically when the energy of said storing means is restored and resists further rotation.

3. The combination of claim 2 wherein said countershaft is journaled on the housing of said engine, and said resilient manually operable means includes a spring arm fixed at one end to the engine housing'and normallyretaining said clutch means disengaged but being resiliently bendable to engage and activate said clutch means, and a spring retainer engageable with said arm to yieldingly hold said arm inv clutch activating position and release said arm upon the automatic'disengagement of said clutch means.

4. In combination, an engine having a crankshaft, a spring impulse starter coupled to said crankshaft and having an escape element to be actuated for releasing the energy of theA starter to drive they crankshaft and start the engine, a two-part countershaft spaced from the engine crankshaft and starter, first gearing connecting the engine crankshaft and one part of said countershaft, second gearcountershaft part to turnrtherewith and shiftable axially thereon to and from operative engagement with saidfirst clutchr part, said clutch parts having means operative to disengage said partsl upon resistance to rotation of one of said parts, manually operable means connectedwith the second clutch part to shift Vthe same into coupling engagement with the first clutch part and engageable with said escapement element to actuate said starter immediately after said coupling engagement, and resilient holding means for said manually operable means for releasably holding the latter in a position to maintain said coupling engagement until the engine is started and said starter is yreene'rgized and resists rotation of said second gearing, said resilient means then aiding inthe separation of the first and second clutch parts and releasably holding the second clutch part separated from the first clutch part.

5. The combination of claim 4 wherein said first gearing includes a speed sensitive transmission means to delay driving saidcountershaft until said crankshaft is up to a predetermined speed.

6. In combination, an internal combustion engine having a crankshaft, a spring impulse starter connected with the engine crankshaft and having an escapement element to be depressed for releasing the energy of the starter, a

`speed sensitive transmission means connected with Ythe A engine crankshaft and driven thereby, a two-part counterthe latter, a first clutch head carried by said one counter- .shaft part to turn'therewith and adapted to have limited axialmovement thereon, resilient means engaging the first clutch head and urging it in one axial direction, a second clutch head secured to said second countershaft part to turn therewith and being axially shiftable thereon toward and from coupling engagement with the first clutch head, a manually operable movable member connected with the second clutch headto shift the same into engagement with the first clutch head and to immediately thereafter depress said escapement element of said starter, and resilient means cooperative with said manually operable member t releasably hold the same with the second clutch head in engagement with or separated from the first clutch head.

7. The combination defined in claim 6 comprising a manual crank cooperative with the second countershaft part to turn the same when said clutch heads are disengaged for initially storing energy in said starter.

8. In combination, an engine having a crankshaft, an impulse starter connected with the engine crankshaft to crank the same and having a rotary energy storing member and an escapement element to be actuated for releasing the energy of the starter, a two-part countershaft spaced from the crankshaft and said rotary energy storing member, speed sensitive gearing interconnecting the engine crankshaft and one part of the countershaft, separate gearing interconnecting the other part of the countershaft and said rotary energy storing member, a first clutch head secured to said one part of the countershaft to turn therewith and having limited axial movement thereon, a spring urging the first clutch head toward one limit of its axial movement, a second clutch head secured to the other part of the countershaft to turn therewith and being axially shiftable toward and from engagement with the first clutch head, said clutch heads having tapered automatically disengageable parts, a rockshaft extending transversely of said countershaft and rotary energy storing member and engaging the second clutch head to shift it into engagement with the first clutch head and having a part to actuate the escapement element subsequent to the engagement of the clutch heads and when the same are shifted axially in unison upon the countershaft against said spring, and resilient means cooperative with said rockshaft to releasably hold the same in positions for maintaining the clutch heads engaged and disengaged.

9. The combination defined in claim 8, and wherein said resilient means comprises a radial crank extension on the rockshaft, a fixed element arranged near one side of the rockshaft, a retractile spring interconnecting the fixed element and crank extension for said rockshaft to disengage said clutch heads, a spring clip mounted in the path of said crank extension to yieldingly grip said extension to retain said rockshaft in position with the clutch heads engaged While permitting additional movement of said rockshaft to actuate said escapement element, and a crank handle on the rockshaft to facilitate turning the same manually.

l0. The combination defined in claim 9, wherein the mounting of said spring clip is adjustable relative to said crank extension to selectively vary the engagement therewith.

1l. The combination defined in claim l0, wherein the spring clip is adjustable to vary the tension of its grip on the crank extension.

l2. The combination defined in claim 9, wherein the connection between said retractile spring and said fixed element is adjustable for varying the tension of said spring.

13. The combination defined in claim 8, wherein said resilient means comprises a radial crank extension on the rockshaft, a retractile spring anchored at one end in a plane common to said rockshaft and connected at the other end to said crank extension to hold the crank extension on either side of dead center with respect to said plane, and a crank handle on the rockshaft to facilitate turning the same manually.

14. The combination defined in claim 8, wherein the second clutch head has a grooved portion, and a yoke secured to the rockshaft radially thereof and engaging the grooved portion of the second clutch head to shift the same axially upon turning of the rockshaft.

15. In combination, an engine having a crankshaft, an impulse starter connected with the engine crankshaft and .having a rotary energy storing member and an escapement element to be depressed for releasing the energy of the starter, a two-part countershaft spaced from the crankshaft and said rotary energy storing member, speed sensitive gearing interconnecting said crankshaft and one part of the countershaft, separate gearing interconnecting the other part of the countershaft and said rotary energy storing member, a first clutch head secured to said one part of the countershaft to turn therewith and adapted to move a small amount axially thereon, a spring engaging the first clutch head and urging it in one direction axially, a second clutch head secured to the other part of the countershaft to turn therewith and being axially shiftable toward and from the first clutch head, said clutch heads having tapered teeth adapted to interfit for connecting the two countershaft parts and being automatically disengageable when one countershaft part is held against rotation, a pivoted lever extending transversely of the countershaft and said rotary energy storing member and engaging the the second clutch head for shifting the same toward the first clutch head and adapted to engage and depress said escapement element immediately following engagement of the clutch heads and the axial shifting thereof in unison against the force of said spring, a first spring clip engageable with said lever to releasably hold the same in a position for maintaining the clutch heads engaged, a second spring clip adapted to receive and hold said lever in a position maintaining the clutch heads separated, and a spring connected with said lever and urging it toward said last named position.

16. The combination defined in claim l5, wherein one end of said lever is pivotally secured to the impulse starter near and spaced from one side of the escapement element and said lever extends in crossing relation to the escapement element from its pivot toward the second clutch head, and a shifting fork on said lever adjacent the second clutch head and engaging the latter to facilitate shifting it axially.

17. In combination, an internal combustion engine having a crankshaft, an impulse starter connected with said crankshaft and having a rotary member to be turned for storing energy in the starter and a depressible escapement element to release said energy, a countershaft spaced from the engine and starter including first and second shaft sections, speed sensitive gearing connecting the crankshaft to said first countershaft section to turn the same when the engine is in operation, separate gearing connecting the second countershaft section with said rotary member of the starter to turn the same during rotation of the countershaft, a first clutch head on the first countershaft section to rotate therewith and shiftable axially thereon, said clutch head having tapered teeth and a short axial slot, a pin secured to the first countershaft section and engaging said slot for allowing limited relative axial movement therebetween, a spring engaging the first clutch head and urging it in one axial direction so that the pin normally engages one end of said slot, a second clutch head on the second countershaft section to turn therewith and shiftable axially thereon toward and from the first clutch head and having tapered teeth engageable with the teeth of the first clutch head and automatically disengageable therefrom, a manually operated member engaging the second clutch head for shifting the same into engagement with the first clutch head and arranged to subsequently depress the escapement element when both engaged clutch heads are shifted axially against said spring, and means for selectively holding said member in a clutch engaging position and clutch disengaging position and including a spring urging said member toward the last named position.

18. In combination, a support frame, traction wheel means carrying the support frame, an engine mounted upon the support frame and having a crankshaft, an impulse starter coupled to the engine crankshaft and having a rotary energy storing member and an escapement ele- .I of said countershaft to impart rotation thereto after the engineis started and the crankshaft reaches a predetermined speed of rotation, separate gearing interconnecting the other countershaft part and said rotary energy storing member to turn the latter and restore energy to said starter for vthe subsequent starting of the enl gine, clutch means for Ythe parts Yof said countershaft and including automatically disengageable clutch elements secured to the countershaft parts to turn therewith, one

`clutch element having limited axial movement only on one countershaft part and the other clutch element being axially shiftable on the 'other countershaft part toward and from engagement with said one clutch element, resil- 'l2 ient lmeans connected with said one clutch element and urging it toward engagement vwith the other clutch ele- 'ment and allowing both clutch elements when engaged to shift axially of the countershaft in one direction a limited amount, a manually operable member connected with said other clutch element to shift the same into engagement with said one clutch element and to further shift both clutch elements in'said one direction axially ofthe countershaft to actuate said escapement element of the starter after said clutch elements are engaged, said resilient means then returning said manually operable member away from engagement with the escapement element, and separate resilient holding means for said manually operable member to releasably position the latter for maintaining the clutch elements engaged or disengaged.

No references cited. 

1. ENGINE STARTER CONTROL MECHANISM FOR USE WITH AN INTERNAL COMBUSTION ENGINE HAVING A CRANKSHAFT AND AN IMPULSE STARTER HAVING ENERGY STORING MEANS AND DRIVINGLY CONNECTED WITH SAID ENGINE CRANKSHAFT FOR STARTING THE ENGINE UPON RELEASE OF THE STORED ENERGY, COMPRISING A COUNTERSHAFT HAVING FIRST AND SECOND SHAFT SECTIONS, MEANS FOR CONNECTING THE ENGINE CRANKSHAFT WITH SAID FIRST SHAFT SECTION TO DRIVE THE LATTER, MEANS FOR CONNECTING THE SECOND SHAFT SECTION TO THE ENERGY STORING MEANS OF THE STARTER TO DRIVE THE LATTER AND RESTORE ENERGY TO THE STARTER UPON ROTATION OF THE SECOND SHAFT SECTION, AUTOMATICALLY DISENGAGEABLE CLUTCH MEANS FOR COUPLING SAID FIRST AND SECOND SHAFT SECTIONS, AND RESILIENT MANUALLY OPERABLE MEANS ENGAGING SAID CLUTCH MEANS TO ACTIVATE THE SAME AND YIELDING TO PERMIT DISENGAGEMENT OF SAID CLUTCH MEANS AUTOMATICALLY WHEN THE ENERGY OF THE STORING MEANS IS RESTORED AND RESISTS FURTHER ROTATION. 